Professional Documents
Culture Documents
1 Actual numbers are not readily available as commercial sensitivity and competitive forces between manufacturers limit reporting more accurately.
Because of the current predominance of air spring of the axle as close as possible to the wheel hub.
suspensions in HVs, there exists a need to understand These gauges were calibrated to measure the vertical
the fundamental characteristics of air spring shear force, Fshear. The strain gauges in this position
suspensions and determine the corresponding dynamic could not detect the inertial component of wheel
interaction between the vehicle tyres and the road forces further outboard from the point where they
pavement. A semi-trailer with air springs was chosen were mounted. These inertial forces were measured
for the testing and the axles instrumented to measure by mounting an accelerometer outboard of the strain
dynamic wheel forces. Although other HVs were gauges and as close as possible to the hub of interest.
tested as part of the project (7,10,11,12), the semi- Dynamic wheel forces were determined by combining
trailer test is the subject of this article. The semi- the accelerometer and strain gauge signals as indicated
trailer tri-axle group spacing was 1.4m. The wheel in equation (1).
forces were measured on typical pavements at various
roughness levels and at different road speeds. (1)
Axle
Accelerometer
Shear forces - Fshear
Strain gauges
Differential
2 NAASRA was the National Association of Australian State Road Authorities. Its name changed and later became Austroads.
Equation 2 provides a mathematical derivation of the distinguish between contributory forces from the
novel roughness value used. axle-to-body dynamics of the test vehicle compared
with those from the surface irregularities of the
ªn a f º
«³ ³ a» pavement (25,26). Even so, the novel roughness value
¬ 0 a 0 ¼ x 1000 provided an independent variable against which to plot
novel roughness = mm/m (2)
v wheel force as the dependent variable.
where:
a = net upward hub acceleration during the Wheel forces vs. novel roughness
The data plotted from Figures 4 to 6 shows the peaks,
recording period in ms-2
standard deviations and means of the wheel forces vs.
v = velocity in ms-1 per 10s sample period novel roughness values for the front axle of the tri-axle
n = the number of data points recorded per 10s group of the semi-trailer. The front axle plots were
sample period very similar to those of the other two axles.
9000
LHS wheel force - semi-trailer axle
8000 RHS wheel force - semi-trailer axle
Wheel force (kg)
7000
6000
5000
4000
3000
2.03
2.31
2.46
2.53
2.55
2.62
3.51
3.8
4.3
5.22
5.89
1000
900
800
700
Wheel force (kg)
600
500
400
300
200
LHS wheel force - semi-trailer axle
100
RHS wheel force - semi-trailer axle
0
2.03
2.31
2.46
2.53
2.55
2.62
3.51
3.8
4.3
5.22
5.89
Novel roughness (mm/m)
Std. dev. of wheel force vs. Novel roughness - front semi-trailer axle
Std. dev. of wheel force vs. Novel roughness - front semi-trailer axle
1000
1000 900
800
700
Wheel force (kg)
900 600
500
400
800 300
200
LHS wheel force - semi-trailer axle
700
100
RHS wheel force - semi-trailer axle
Wheel force (kg)
0
2.03
2.31
2.46
2.53
2.55
2.62
3.51
3.8
4.3
5.22
5.89
500
400
300
200
LHS wheel force - semi-trailer axle
100
RHS wheel force - semi-trailer axle
0
2.03
2.31
2.46
2.53
2.55
2.62
3.51
3.8
4.3
5.22
5.89
Figure 6. Semi-trailer axle std. dev. of wheel forces vs. novel roughness
The linear regression values for the three derived A t-test (Figure 8) was performed for variations of
parameters on the left side did not vary from those the left and right hand sides of the axle with respect
on the right. Accordingly, whole-of-axle results are to standard deviation, mean and peak wheel forces
shown in Figure 7. against increasing novel roughness values.
A t-test is one test for confirming, or otherwise, a The shaded areas of Figure 8 indicate that the only
hypothesis where the test results follow a Student’s t forces that varied per side were the mean wheel
distribution if the null hypothesis is supported (20). forces with a 90% confidence value.
Left/right wheel force t-test table for range of novel roughness – semi trailer axle group
Std. dev. per axle Mean per axle Peak per axle
Figure 8. t-test results for left/right wheel force variation over “novel roughness” range.
Speed
Left/right wheel force t-test table – semi trailer axle group
(km/h)
Std. dev. per axle Mean per axle Peak per axle
Rear Mid Front Rear Mid Front Rear Mid Front
40 0.576 0.883 0.768 0.633 0.016 0.018 0.801 0.434 0.344
60 0.978 0.867 0.887 0.591 0.001 0.003 0.801 0.544 0.943
80 0.851 0.809 0.767 0.290 0.028 0.036 0.624 0.631 0.831
90 0.881 0.909 0.885 0.063 0.010 0.019 0.795 0.684 0.804
Figure 9. t-test summary table for left/right variation axle forces vs. speed
Wheel forces left/right variation vs. speed by the adoption of road friendly suspensions but the
Semi-trailer wheel forces were subjected to a t-test for efficacy of these in reducing wheel forces is still open
left/right position correlation vs. speed; the results are to debate, especially when these are not maintained (5,
shown in Figure 9. The t-tests indicated that the mean 8, 27).
wheel forces on the front and middle axles of the
semi-trailer varied per side for all speeds and When a vehicle’s tyres hit imperfections in the road
with a 90% confidence value (shaded). This was surface, dynamic wheel forces result. These dynamic
predominantly on the left but was biased toward the wheel forces have various frequencies of vibration.
right for one-way right lane test sections. There are two predominant types of vibrations -
axle-hop and body bounce. Body bounce has the
It is likely that these variations resulted from the lower vibration frequency of the two.
centre-of-gravity (CoG) of the semi-trailer shifting
to the left or the right, depending on cross fall. This As semi-trailer axle-hop and body-bounce frequencies
result was not too dissimilar from that for the mean are the inverse of a signal’s period, this may be
forces being dependent on side as in Figure 5. The translated back into a value of wavelength as measured
semi-trailer’s front and middle axles were particularly on the road. The result of these cyclic variations in
affected by left/right variation but the rear axle was axle loads may be seen as road damage at regularly
only affected at the highest test speed. This would spaced intervals. This cyclic length is dependant
seem to indicate that the front two axles on the semi- on vehicle speed and may be derived from the
trailer had left/right imbalances where the CoG was fundamental relationship between speed and distance
thrown to one side or the other by the as follows:
cross-fall of the road for suburban up to intermediate
Distance travelled = velocity x time for one cycle (3)
speeds. The rear axle was not so affected until
highway speeds were reached.
1
Time for one cycle (4)
frequency
Road damage wavelength
Government Acts and Regulations, pavement design
Combining equations 3 and 4 gives:
manuals, etc tend to refer to vehicle static axle loads.
Indeed, when HVs are weighed for regulatory purposes velocity
they are weighed statically not dynamically. When Distance travelled (5)
frequency
Transport and Main Roads installs in-road dynamic
weight systems for survey information, particular care
is exercised to ensure the road prior to the weighing Applying equation 5 to the test data, the HV’s
device is smooth and flat. Similarly, lay-bys for suspension wavelengths were derived after examining
enforcement weighing and the decks and approaches of the dominant axle-hop and body-bounce frequencies
static weighbridges are smooth and level. Measuring at the corresponding test speeds (12). For brevity only
dynamic wheel forces directly is complex, as shown wavelengths for highway speeds are shown in
above. Dynamic forces are considered, to some extent, Figure 10.
948mm 1038mm
As indicated in equation 7 below, a 4.5% increase in contribute to peak pavement forces from HV wheels.
wheel load over a standard ESA wheel load will result Wheel forces from body bounce at highway speeds
in a 20% increase in road damage. This increase is will be repeated at approximately 15 - 28 m spacings5.
very conservative as a damage factor of 4 is used Axle-hop repetitive forces will occur at approximately
with no other allowance for dynamic effects. Even 2 - 2.5 m intervals, depending on speed of travel.
using existing, conservative models, an indicative This is termed “spatial repetition” and has been well
20% increase in damage on the LHS of the lane would documented (17). Should a particular suspension have
indicate the need for a different design standard on its axle hop frequency
that part of the running lane. The model in Figure (i.e. axle hop force repetition) as a multiple of its
11 does not take into account dynamic vehicle roll or body-bounce frequency, a doubling of the
the additional load transfer as a result of fifth wheel instantaneous pavement force will occur where the two
interaction, tyre deflections, chassis and suspension coincide at a common wavelength node.
interaction. Geotechnical domain experts should
consider the above factors in combination with a Conclusion
higher damage power value. The results of the testing indicate that augmentation
ª1.045 º
4
of existing pavement models should be examined.
Pavement damage v « » | 1.2 or 20% increase (7) Some pavement damage models that use static load
¬ 1.0 ¼
values have been mentioned above. Further, neither
A solution to this issue that was proposed some years roughness values nor peak wheel forces are included
ago was to replace the uniform thickness base layer in Australian pavement design models (2,22,23). The
with a tapered base layer. The base would be thinnest results here indicate that the correlation of wheel
at the crown and thickest at the shoulders. This forces to roughness needs to be explored further, as
solution was not put into practice. noted in other research (24). Further, the adherence
to HV suspension dynamic metrics containing only
The contribution that body-bounce force makes to standard deviations (16,27) needs to be re-examined
pavement force is approximately equal to that of axle- since the peak wheel forces of one of the workhorses
hop force (12). Accordingly, two sets of suspension of the Australian HV fleet, the semi-trailer, varied
wavelengths need to be examined as they both proportional to novel roughness in a statistically
significant manner whereas neither the wheel force
• actual dynamic wheel loading effects 5. Cebon D. Tyres, Suspensions and Road Damage.
5th Brazilian Congress on Roads and Concessions.
• a more complex set of considerations than simply 2007
the static loads
6. Cebon D. Handbook of vehicle-road interaction.
• the issue that neither standard deviation nor mean Lisse, South Holland, Netherlands: Swets &
wheel forces are dependant on roughness Zeitlinger. (Ed.) 1999
• changes of wheel loads due to pavement cross fall 7. Davis L. Further developments in dynamic testing
and vehicle dynamics. of heavy vehicle suspensions. Paper presented at
the 30 th Australasian Transport Research Forum
In particular, the left/right variation apparent in mean (ATRF). 2007
wheel forces and the highly-dependent relationship
between novel roughness values and peak wheel 8. Davis L, Bunker J. Heavy Vehicle Suspensions
forces needs to be investigated further by pavement – Testing and Analysis. A literature review.
technologists, geotechnical engineers and other domain Brisbane, Queensland: Queensland Department
experts. Particular attention needs to be made to the of Main Roads; Queensland University of
indication that the pavement under the outer wheel Technology. 2007
path may need a different design standard from that of
the inner wheel path pavement. 9. Davis L, Bunker J. Heavy vehicle suspensions -
testing and analysis: Phase 3 - eigenfrequency
The cause and effect relationship between roughness, peak loads. Test plan. Brisbane, Queensland:
dynamic wheel loads and accelerated pavement Queensland University of Technology. 2008
deterioration are other areas worthy of further research.
10. Davis L, Bunker J. Larger air lines in heavy
Acknowledgements vehicle suspensions – differences in wheel and
I would like to acknowledge the contribution and air spring forces. Paper presented at the 31st
advice from various officers of the Department of Australasian Transport Research Forum (ATRF).
Transport and Main Roads, Dr. Jon Bunker, Dr. 2008
John Fenwick, Greg Hollingworth, Dr. Hans Prem,
Tramanco, Volvo Australia, RTA, Mylon Motorways 11. Davis L, Bunker J. Suspension testing of 3 heavy
and Haire Truck & Bus. vehicles – methodology and preliminary frequency
analysis. Brisbane, Queensland: Queensland
References Department of Main Roads; Queensland
1. Alabaster D, Arnold G, Steven B. The equivalent University of Technology. 2008
standard axle approach and flexible thin surfaced
pavements. Christchurch New Zealand: Transit 12. Davis L, Bunker J. Suspension testing of 3 heavy
New Zealand, Pavespec Limited, University of vehicles – dynamic wheel force analysis. Brisbane,
Canterbury. 2004 Queensland, Australia: Queensland Department
of Main Roads & Queensland University of
2. Austroads Pavement design: A guide to the Technology. 2009
structural design of road pavements. Sydney,
NSW, Australia: Austroads. 1992 13. de Pont J J. Assessing heavy vehicle suspensions
for road wear Research report No. 95. Wellington,
3. Cebon D. Assessment of the dynamic wheel forces New Zealand: Transfund New Zealand. 1997
generated by heavy road vehicles. Paper presented
at the Symposium on Heavy Vehicle Suspension 14. de Pont J J, Pidwerbesky B. Vehicle dynamics and
Characteristics, Canberra, Australia. 1987 pavement performance models. Paper presented
at the 17th Australian Road Research Board Ltd
(ARRB) Conference, Gold Coast, Queensland,
Australia. 1994.
15. de Pont J J, Steven B. Suspension dynamics 25. Sayers M W, Gillespie T D, Paterson W D O.
and pavement wear. Paper presented at the Guidelines for conducting and calibrating road
Conference on Vehicle-Infrastructure Interaction roughness measurements. World Bank technical
VI, Zakopane, Poland. 1999 paper no. 46. Washington DC, USA: World Bank.
1986
16. Eisenmann J. Dynamic wheel load fluctuations -
road stress. Strasse und Autobahn, 4, 2. 1975 26. Sayers M W, Gillespie T D, Hagan M.
Methodology for road roughness profiling and rut
17. Jacob B. Spatial repeatability Summary of the depth measurement. Washington, DC, USA; Ann
final report DIVINE Element No. 5, Paris: OECD. Arbor, Michigan, USA: United States Federal
1996 Highway Administration; University of Michigan.
1987
18. Kaesehagen R L, Wilson O A, Scala A J, Leask
A. The development of the NAASRA roughness 27. Sweatman P F. A study of dynamic wheel forces in
meter. Paper presented at the 6th Australian Road axle group suspensions of heavy vehicles. Special
Research Board (ARRB) Conference, Canberra, report no 27. Vermont South, Victoria, Australia:
Australia. 1972 Australian Road Research Board (ARRB). 1983
19. Karl C, Davis L, Cai D, Blanksby C, Germanchev 28. Sweatman P F, McFarlane S. Investigation into
A, Eady P et al. On-board mass monitoring test the Specification of Heavy Trucks and Consequent
report (final). Melbourne, Victoria, Australia: Effects on Truck Dynamics and Drivers: Final
Transport Certification Australia Ltd. 2009 Report. DoTaRS. 2000
20. Kleyner A V. Determining optimal reliability 29. Whittemore A P. Measurement and prediction of
targets through analysis of product validation cost dynamic pavement loading by heavy highway
and field warranty data. University of Maryland, vehicles. SAE technical paper, No: 690524,
College Park, Maryland, USA. 2005 15. 1969
21. LeBlanc P A, Woodroofe J H F, Papagiannakis A
30. Woodroofe J H F, LeBlanc P A, LePiane K R.
T. A comparison of the accuracy of two types of
instrumentation for measuring vertical wheel load.
Vehicle weights and dimensions study; volume
In D. Cebon & C. G. B. Mitchell (Eds.), Heavy 11 - effects of suspension variations on the
vehicles and roads: technology, safety and policy dynamic wheel loads of a heavy articulated
(pp. 86-94). London: Thomas Telford. 1992. highway vehicle (Technical report). Ottawa,
Ontario, Canada: Canroad Transportation;
22. Main Roads Western Australia. Engineering Roads and Transportation Association of
Road Note 9. 2005 Retrieved from http://standards. Canada (RTAC). 1986
mainroads.wa.gov.au/NR/rdonlyres/8A3AFFDB-068D-41DF-
ABF6-ED290B98E525/0/E6907_20080314160946492.PDF.